Frame rail assemblies and interlocking frame rail systems

ABSTRACT

A boat dock structure includes an upper deck, sides extending downward from the upper deck, and a wheel bumper having a substantially round shape. The wheel bumper has a first portion and a second portion, the first portion being positioned under the upper deck, the second portion extending outward from the open or cutout portion of at least one of the sides to protect the boat dock and a boat from damage when the boat is docking at the boat dock adjacent to the wheel bumper. At least one of the sides may have an open or cutout portion.

RELATED APPLICATIONS

This application claims priority to U.S. nonprovisional application Ser.No. 16/698,611, filed Nov. 27, 2019, which, in turn, claims priority toU.S. provisional application No. 62/773,957, filed Nov. 30, 2018. Theentire contents of the provisional application are incorporated hereinby reference.

FIELD OF THE INVENTION

The present invention relates generally to frame rail assemblies forboat dock structures, and to an interlocking frame rail system foreffectively and easily interlocking corresponding frame rails.

BACKGROUND OF THE INVENTION

Many boat dock structures are designed such that they may accommodaterub-rails. Rub-rails are often fastened to the sides of boat dockstructures using mechanical fasteners, such as screws, nails, or bolts.This creates potential tear or fracture points along the rub-rails.Impact from watercraft vehicles may easily dislodge rub-rails that aremechanically fastened to the sides of boat docks. Thus, there is anongoing need for rub-rails that may be securely coupled to the sides ofboat dock structures.

Frame rails for boat docks exist in a variety of designs. A frame railsystem may be designed to accommodate an existing boat dock structure;or conversely, a boat dock structure may be designed to accommodate anexisting frame rail system. However, existing designs for frame railsfail to provide an effective and relatively simple means forinterlocking corresponding frame rails so as to provide for the couplingof separate boat dock structures. In addition, the existing designs forframe rail systems fail to provide a means for effectively accommodatingrub-rails, as described above.

Thus, there is an ongoing need for frame rail systems that provide aneffective means for interlocking corresponding frame rails. There isalso an ongoing need for frame rails that provide for the effectiveaccommodation of rub-rails.

SUMMARY OF THE INVENTION

To address the foregoing problems, in whole or in part, and/or otherproblems that may have been observed by persons skilled in the art, thepresent disclosure provides methods, apparatus, instruments, and/ordevices, as described by way of example in implementations set forthbelow.

According to one implementation, a boat dock structure includes an upperdeck, sides extending downward from the upper deck, at least one of thesides having an open or cutout portion, and a wheel bumper having asubstantially round shape. The wheel bumper has a first portion and asecond portion, the first portion being positioned under the upper deck,the second portion extending outward from the open or cutout portion ofat least one of the sides to protect the boat dock and a boat fromdamage when the boat is docking at the boat dock adjacent to the wheelbumper.

According to another implementation, a boat dock structure includes anupper deck, sides extending downward from the upper deck, a wheel bumperextending outward from at least one of the sides to protect the boatdock and a boat from damage when the boat is docking at the boat dockadjacent to the wheel bumper, and attaching structure configured toattach the wheel bumper to the boat dock, at least a portion of theattaching structure disposed under the upper deck such that the at leastone of the sides is between the portion of the attaching structure andthe boat.

Other devices, apparatus, systems, methods, features and advantages ofthe invention will be or will become apparent to one with skill in theart upon examination of the following figures and detailed description.It is intended that all such additional systems, methods, features andadvantages be included within this description, be within the scope ofthe invention, and be protected by the accompanying claims.

BRIEF DESCRIPTION OF THE FIGURES

The invention can be better understood by referring to the followingfigures. The components in the figures are not necessarily to scale,emphasis instead being placed upon illustrating the principles of theinvention. In the figures, like reference numerals designatecorresponding parts throughout the different views.

FIG. 1 is a cut-away view of a portion of an implementation of a framerail assembly according to the present invention, showing a frame railmember secured to a side of a boat dock structure.

FIG. 2 is a cut-away view of a portion of another implementation of aframe rail assembly according to the present invention, showing a framerail member secured to a side of a boat dock structure.

FIG. 3 is a cut-away view of a portion of another implementation of aframe rail assembly according to the present invention, showing a framerail member secured to a side of a boat dock structure.

FIG. 4 is a cut-away view of a portion of another implementation of aframe rail assembly according to the present invention, showing a framerail member secured to a side of a boat dock structure.

FIG. 5 is a cut-away view of a portion of another implementation of aframe rail assembly according to the present invention, showing a framerail member secured to a side of a boat dock structure.

FIG. 6 is a cut-away view of a portion of another implementation of aframe rail assembly according to the present invention, showing firstand second rub-rail members.

FIG. 7 is a perspective view of an interlocking frame rail systemaccording to the present invention, showing a portion of a first framerail member and a portion of a second frame rail member.

FIG. 8 is a perspective view of a portion of the first frame rail memberillustrated in FIG. 7 .

FIG. 9 is a perspective view of a portion of a connector member that maybe utilized in an interlocking frame rail system according to thepresent invention.

FIG. 10 is an elevation view of the interlocking frame rail systemillustrated in FIG. 7 and the connector member illustrated in FIG. 9 .

FIG. 11 is a side elevation view of an alignment pin that may beutilized in an interlocking frame rail system according to the presentinvention.

FIG. 12 is front elevation view of the alignment pin illustrated in FIG.11 .

FIG. 13 is a top plan view of various boat dock structures,schematically depicting locations that may be fitted with frame railassemblies and interlocking frame rail systems according to the presentinvention.

FIG. 14 is a perspective view of an example of an interlocking framerail system according to another embodiment.

FIG. 15 is a perspective view of an example of an upper connector memberand a lower connector member according to another embodiment.

FIG. 16 is a perspective view of a boat dock structure according toanother embodiment.

FIG. 17 is a perspective view of a boat dock structure according toanother embodiment.

FIG. 18 is a perspective view of a boat dock structure according toanother embodiment.

FIG. 19 is a perspective view of a boat dock structure according toanother embodiment.

FIG. 20 is a perspective view of a boat dock structure according toanother embodiment.

FIG. 21 is a perspective view of a boat dock structure according toanother embodiment.

FIG. 22 is a cutaway perspective view of an alternative structure forconnecting a frame rail to a canopy structure according to anotherembodiment.

FIG. 23 is a cutaway perspective view of an alternative structure forconnecting a frame rail to a canopy structure according to anotherembodiment.

FIG. 24 is a cutaway perspective view of an alternative structure forconnecting a frame rail to a canopy structure according to anotherembodiment.

FIG. 25 is a structure for stabilizing two boat dock structuresaccording to another embodiment.

FIG. 26 is a perspective view of structure for connecting two piersections together according to another embodiment.

FIG. 27 is a perspective view of a pier structure according to anotherembodiment.

FIG. 28 is a perspective view of a frame rail member according toanother embodiment.

FIG. 29 is a perspective view of two frame rail pier assembliesaccording to another embodiment.

FIG. 30 is a perspective view of two frame rail pier assembliesaccording to another embodiment.

FIG. 31 is a side view of two frame rail pier assemblies according toanother embodiment.

FIG. 32 is a perspective view of two boat docks connected togetheraccording to another embodiment.

FIG. 33 is a perspective view of a piano-style hinge according toanother embodiment.

FIG. 34 is a perspective view of a elastic hinge according to anotherembodiment.

FIG. 35 is a perspective view of a boat dock structure according toanother embodiment.

FIG. 36 is a perspective view of a frame rail assembly according toanother embodiment.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 is a cut-away view of a portion of an implementation of a framerail assembly 100 according to the present invention, showing a framerail member 101 secured to a side of a boat dock structure 104. Theframe rail assembly 100 may generally include the frame rail member 101and a removable resilient rub-rail member 128. The frame rail member 101generally includes a first side 102 configured for securing the framerail member 101 to the side of the boat dock structure 104, a secondside 108 opposing the first side 102, a first channel 116 extendingalong a length of the frame rail member 101, and a second channel 120extending along the length of the frame rail member 101.

As illustrated in FIG. 1 , the rub-rail member 128 may project outwardfrom the second side 108. The rub-rail member 128 generally extendsalong at least a portion of the length of the frame rail member 101. Therub-rail member 128 may include a first coupling member 132 extendingthrough the first channel 116 in engagement therewith, and a secondcoupling member 136 extending through the second channel 120 inengagement therewith. The first coupling member 132 and the secondcoupling member 136 generally extend continuously along a length of therub-rail member 128. As also illustrated in FIG. 1 , the first channel116 may include an inner section 140 and an outer section 144 that opensat an outer surface of the frame rail member 101, where the innersection 140 has a larger cross-sectional area than the outer section144. As further illustrated in FIG. 1 , in some implementations a topsurface 112 of the frame rail member 101 may be sloped and the outersection 144 of the first channel 116 may open at the top surface 112.The second channel 120 may include an inner section 148 and an outersection 152 that opens at an outer surface of the frame rail member 101,where the inner section 148 has a larger cross-sectional area than theouter section 152. The shapes of the first coupling member 132 and thesecond coupling member 136 may be complementary to the respective shapesof the first channel 116 and the second channel 120, such that therub-rail member 128 may be limited to longitudinal insertion and removalby, e.g., slidably inserting the rub-rail member 128 into the frame railmember 101 or slidably removing the rub-rail member 128 from the framerail member 101. For instance, the coupling members 132, 136 may not beremoved by pulling them out from the frame rail member 101 in adirection perpendicular to the length of the frame rail member 101. Therub-rail member 128 may include an outer bumper shell 156 projectingoutward from the second side 108 of the frame rail member 101, and aninner rib 160 disposed inside the outer bumper shell 156. The inner rib160 may be configured for supporting the outer bumper shell 156 uponheavy impact, and may be oriented so as to be less deformable than theouter bumper shell 156. For example, the inner rib 160 may projectoutward from the frame rail member 101 such that the inner rib 160 comesinto contact with the outer bumper shell 156 upon heavy impact, thuscreating a support mechanism for keeping the outer bumper shell 156 fromcoming into contact with the frame rail member 101 upon heavy impactfrom watercraft vehicles. The rub-rail member 128 may include at leastone raised ridge 164 for improved traction. The removable rub-railmember 128 may be constructed from, for example, high-densitypolyurethane, polyethylene, or various other types of polymers.

The frame rail member 101 may be made of, for example, extruded aluminumwith engineered first and second channels 116, 120. As illustrated inFIG. 1 , the frame rail member 101 may include one or more toe members168 for securing the first side 102 of the frame rail member 101 to theside of the boat dock structure 104. The frame rail member 101 may beconfigured such that a user may subsequently construct the boat dockstructure 104 to accommodate the frame rail member 101; or the user maysecure a frame rail to an existing side of a boat dock structure (asdiscussed below with respect to FIG. 5 ). Those of skill in the art willappreciate that the frame rail member 101 may be secured to the side ofthe boat dock structure 104 by any suitable means.

It will be understood that the term “boat dock structure” is not meantto limit the scope of the invention to use in conjunction with boat dockstructures such as boat docks, fingers and headwalks. The term “boatdock structure” as used herein may encompass any and all types ofstructures that may utilize the present invention, such as, for example,automobile trailers, buildings and the like.

FIG. 2 is a cut-away view of a portion of another implementation of aframe rail assembly 200 according to the present invention, showing aframe rail member 201 secured to a side of the boat dock structure 104.FIG. 2 illustrates a rounded top surface 212 of the frame rail member201 and an alternative location for a first channel 216 of the framerail member 201, and accordingly illustrates an outer section 244 and aninner section 240 of the first channel 216. In the present example, theouter section 240 of the first channel 216 opens at the rounded topsurface 212 of the frame rail member 201. In the present implementationillustrated in FIG. 2 , a first coupling member 232 of a removablerub-rail member 228 is complementary in shape to the first channel 216of the frame rail member 201, thus limiting the rub-rail member 228 tolongitudinal insertion into and removal from the frame rail member 201.The frame rail assembly 200 may be utilized as described above withrespect to FIG. 1 , or as otherwise described herein.

FIG. 3 is a cut-away view of a portion of another implementation of aframe rail assembly 300 according to the present invention, showing aframe rail member 301 secured to a side of the boat dock structure 104.FIG. 3 illustrates a substantially flat top surface 312 of the framerail member 301 and an alternative location for a first channel 316 ofthe frame rail member 301, and accordingly illustrates an outer section344 and an inner section 340 of the first channel 316. In the presentexample, the outer section 340 of the first channel 316 opens at thesubstantially flat top surface 312 of the frame rail member 301. Thefirst channel 316 extends from the top surface 312 of the frame railmember 301 in a direction perpendicular to the length of the frame railmember 301. A first coupling member 332 of a removable rub-rail member328 is complementary in shape to the first channel 316 of the frame railmember 301, thus limiting the rub-rail member 328 to longitudinalinsertion into and removal from the frame rail member 301. The framerail assembly 300 may be utilized as described above with respect toFIG. 1 and FIG. 2 , or as otherwise described herein.

FIG. 4 is a cut-away view of a portion of another implementation of aframe rail assembly 400 according to the present invention, showing aframe rail member 401 secured to a side of the boat dock structure 104.FIG. 4 illustrates a section 412 of a removable rub-rail member 428adjacent to the first side 102 of the frame rail member 401 andinterposed between the first side 102 of the frame rail member 401 andthe side of the boat dock structure 104. FIG. 4 illustrates analternative location for a first channel 416 of the frame rail member401, and accordingly illustrates an outer section 444 and an innersection 440 of the first channel 416. The outer section 444 of the firstchannel 416 opens to the first side 102 of the frame rail member 401. Afirst coupling member 432 of the removable rub-rail member 428 iscomplementary in shape to the first channel 416 of the frame rail member401, thus limiting the rub-rail member 428 to longitudinal insertioninto and removal from the frame rail member 401. The frame rail assembly400 may be utilized as described above with respect to FIGS. 1 through 3, or as otherwise described herein.

FIG. 5 is a cut-away view of a portion of another implementation of aframe rail assembly 500 according to the present invention, showing aframe rail member 501 secured to a side of a boat dock structure 504.FIG. 5 illustrates an alternative shape for a second channel 520 of theframe rail member 501, and accordingly illustrates an outer section 552and an inner section 548 of the second channel 520. A second couplingmember 536 of a removable rub-rail member 528 may be complementary inshape to the second channel 520 of the frame rail member 501, thuslimiting the rub-rail member 528 to longitudinal insertion into andremoval from the frame rail member 501. As also illustrated in FIG. 5 ,a user may secure the frame rail member 501 (or any of the other framerail members 101, 201, 301, 401) to the side of an existing boat dockstructure 504 through the use of mechanical fasteners, such ascounter-set screws 568, nails, or the like, or, for example, throughwelding. Alternatively, the frame rail member 501 may be configured suchthat a user may subsequently construct a boat dock structure toaccommodate the frame rail member 501, as previously noted. All suchmethods entailing the use of the frame rail member 501 are encompassedby the present invention.

FIG. 6 is a cut-away view of a portion of another implementation of aframe rail assembly 600 according to the present invention, showing afirst rub-rail member 628 and a second rub-rail member 629. Asillustrated in FIG. 6 , the frame rail assembly 600 may generallyinclude a frame rail member 601, the first removable resilient rub-railmember 628, and the second removable resilient rub-rail member 629. Theframe rail member 601 may include a first side 602 configured forsecuring the frame rail member 601 to a side of a boat dock structure, asecond side 608 opposing the first side 602, an upper section 623between the first side 602 and the second side 608, a first channel 616extending along a length of the frame rail member 601, a second channel620 extending along the length of the frame rail member 601, and a lowersection 624 between the first side 602 and the second side 608. Thefirst channel 616 may generally be located in the upper section 623 ofthe frame rail member 601. The second channel 620 may generally belocated below the first channel 616. The first rub-rail member 628generally projects outward from the second side 608 and extends along atleast a portion of the length of the frame rail member 601. The firstrub-rail member 628 may include a first coupling member 632 extendingthrough the first channel 616 in engagement therewith, and a secondcoupling member 636 extending through the second channel 620 inengagement therewith. The first channel 616 may include an inner section640 and an outer section 644, where the inner section 640 has a largercross-sectional area than the outer section 644. The second channel 620may include an inner section 648 and an outer section 652, where theinner section 648 has a larger cross-sectional area than the outersection 652. The shapes of the first coupling member 632 and the secondcoupling member 636 may be complementary to the respective shapes of thefirst channel 616 and the second channel 620, such that the firstrub-rail member 628 may be limited to longitudinal insertion andremoval. The first rub-rail member 628 may include an outer bumper shell656 projecting outward from the second side 608 of the frame rail member601, and an inner rib 660 disposed inside the outer bumper shell 656.The inner rib 660 may generally be configured for supporting the outerbumper shell 656 upon heavy impact, and may be oriented so as to be lessdeformable than the outer bumper shell 656.

As further illustrated in FIG. 6 , the frame rail member 601 maygenerally include a third channel 617 in the lower section 624 of theframe rail member 601 extending along the length of the frame railmember 601, a fourth channel 621 generally located above the thirdchannel 617 and extending along the length of the frame rail member 601,and the second removable resilient rub-rail member 629 projectingoutward from the second side 608 of the frame rail member 601 andextending along at least a portion of the length of the frame railmember 601. The second rub-rail member 629 may include a third couplingmember 633 extending through the third channel 617 in engagementtherewith, and a fourth coupling member 637 extending through the fourthchannel 621 in engagement therewith. The third channel 617 may includean inner section 641 and an outer section 645, where the inner section641 has a larger cross-sectional area that the outer section 645. Thefourth channel 621 may include an inner section 649 and an outer section653, where the inner section 649 has a larger cross-sectional area thanthe outer section 653. The shapes of the third coupling member 633 andthe fourth coupling member 637 may be complementary to the respectiveshapes of the third channel 617 and the fourth channel 621, such thatthe second rub-rail member 629 may be limited to longitudinal insertionand removal. The second rub-rail member 629 may include an outer bumpershell 657 projecting outward from the second side 608 of the frame railmember 601, and an inner rib 661 disposed inside the outer bumper shell657. The inner rib 661 may generally be configured for supporting theouter bumper shell 657 upon heavy impact, and may be oriented so as tobe less deformable than the outer bumper shell 657.

As further illustrated in FIG. 6 , the first rub rail member 628 mayinclude a section 612 that is adjacent to the first side 602 of theframe rail member 601 and which may be interposed between the first side602 of the frame rail member 601 and the side of the boat dock structure(not shown). The second rub-rail member 629 may include a section 613that is adjacent to the first side 602 of the frame rail member 601 andwhich may be interposed between the first side 602 of the frame railmember 601 and the side of the boat dock structure (not shown).

Those skilled in the art will recognize that the frame rail member 601may be configured to accommodate one rub-rail member, or a plurality ofrub-rail members. For example, in one implementation, the secondrub-rail member 629 may be removed from the frame rail assembly 600. Thefirst rub-rail member 628 may be configured such that the outer bumpershell extends below the fourth channel 621, so as to cover, or partiallycover the fourth channel 621, as illustrated by a phantom line 670.Those skilled in the art will also recognize that the frame rail membersdescribed herein may be utilized in conjunction with the interlockingframe rail system described below. As but one example, and as willbecome evident from the discussion below, the first rub-rail member 628and the second rub-rail member 629 may be removed from the frame railmember 601, and the frame rail member 601 may be interlocked with acorresponding frame rail member.

FIG. 7 is a perspective view of an interlocking frame rail system 700according to the present invention, showing a portion of a first framerail member 704 and a portion of a second frame rail member 705. In someimplementations, the interlocking frame rail system 700 may include afirst frame rail member 704, a second frame rail member 705, and aconnector member (not shown). The first frame rail member 704 maygenerally include a first side 706 configured for securing the firstframe rail member 704 to a side of a first boat dock structure 702, asecond side 710 opposing the first side 706, an upper section 714between the first side 706 and the second side 710, a first channel (orupper channel) 718 in the upper section 714 and extending along a lengthof the first frame rail member 704, a second channel (or firstintermediate channel) 722 extending along the length of the first framerail member 704, and a lower section 726 between the first side 706 andthe second side 710. The second channel 722 may generally be locatedbelow the first channel 718. The first channel 718 may include an innersection 740 and an outer section 744, the inner section 740 having alarger cross-sectional area than the outer section 744.

In the present example, the second frame rail member 705 may generallyinclude a first side 707 configured for securing the second frame railmember 705 to a side of a second boat dock structure (not shown), asecond side 711 opposing the first side 707, an upper section 715between the first side 707 and the second side 711, a first channel (orupper channel) 719 in the upper section 715 and extending along a lengthof the second frame rail member 705, a second channel (or firstintermediate channel) 723 extending along the length of the second framerail member 705, and a lower section 727 between the first side 707 andthe second side 711. The second channel 723 may generally be locatedbelow the first channel 719. The first channel 719 may include an innersection 741 and an outer section 745, the inner section 741 having alarger cross-sectional area than the outer section 745.

As illustrated in FIG. 7 , the first frame rail member 704 may include athird channel (or lower channel) 750 extending along the length of thefirst frame rail member 704 in the lower section 726 of the first framerail member 704, and a fourth channel (or second intermediate channel)754 above the third channel 750, the fourth channel 754 extending alongthe length of the first frame rail member 704. The third channel 750 mayinclude an inner section 764 and an outer section 760, the inner section764 having a larger cross-sectional area than the outer section 760.

As further illustrated in FIG. 7 , the second frame rail member 705 mayinclude a third channel (or lower channel) 751 extending along thelength of the second frame rail member 705 in the lower section 727 ofthe second frame rail member 705, and a fourth channel (or secondintermediate channel) 755 above the third channel 751, the fourthchannel 755 extending along the length of the second frame rail member705. The third channel 751 may include an inner section 765 and an outersection 761, the inner section 765 having a larger cross-sectional areathan the outer section 761.

FIG. 8 is a perspective view of a portion of the first frame rail member704 illustrated in FIG. 7 . As illustrated in FIG. 7 and FIG. 8 , insome implementations, the first frame rail member 704 may include atleast one toe member 730 for securing the first side 706 of the firstframe rail member 704 to the side of the first boat dock structure 702(as shown in FIG. 7 ).

FIG. 9 is a perspective view of a portion of the connector member 900that may be utilized in the interlocking frame rail system 700 accordingto the present invention. The connector member 900 illustrated in FIG. 9may be used to interlock the first frame rail member 704 and the secondframe rail member 705 shown in FIG. 7 . The connector member 900 mayinclude a first coupling member 902 and a second coupling member 904.The first coupling member 902 and the second coupling member 904 mayextend continuously along the length of the connector member 900. Aninterlocking frame rail system 700 according to the present inventionmay include an upper connector member and a lower connector member, oneor both of which may be configured as the illustrated connector member900. Alternatively, the interlocking frame rail system 700 may includeonly an upper connector member, or only a lower connector member. Whenthe connector member 900 is utilized as an upper connector member, theconnector member 900 may extend along at least a portion of the lengthof the first frame rail member 704 and at least a portion of the lengthof the second frame rail member 705. The first coupling member 902 mayextend through the first channel 718 of the first frame rail member 704in removable engagement therewith, and the second coupling member 904may extend through the first channel 719 of the second frame rail member705 in removable engagement therewith. The first coupling member 902 maybe complementary in shape to the first channel 718 of the first framerail member 704, and the second coupling member 904 may be complementaryin shape to the first channel 719 of the second frame rail member 705,thus limiting the connector member to longitudinal insertion into andremoval from the first and second frame rail members 704, 705.

Continuing with the present example, when the connector member 900 isutilized as a lower connector member, the connector member 900 mayextend along at least a portion of the length of the first frame railmember 704 and at least a portion of the length of the second frame railmember 705. The first coupling member 902 may extend through the thirdchannel 750 of the first frame rail member 704 in removable engagementtherewith, and the second coupling member 904 may extend through thethird channel 751 of the second frame rail member 705 in removableengagement therewith. The first coupling member 902 may be complementaryin shape to the third channel 750 of the first frame rail member 704,and the second coupling member 904 may be complementary in shape to thethird channel 751 of the second frame rail member 705, thus limiting theconnector member 900 to longitudinal insertion into and removal from thefirst and second frame rail members 704, 705.

Those of skill in the art will appreciate that the connector member 900may be constructed of various materials, such as extruded aluminum orvarious types of polymeric materials, including resilient materials. Theconnector member 900 may also include a projection 906 that may act as aspacer between the first frame rail member 704 and the second frame railmember 705.

FIG. 10 is an elevation view of the interlocking frame rail system 700illustrated in FIG. 7 and the connector member 900 illustrated in FIG. 9, showing the first coupling member 902 of the connector member 900extending through the first channel 718 of the first frame rail member704 in removable engagement therewith, and the second coupling member904 of the connector member 900 extending through the first channel 719of the second frame rail member 705 in removable engagement therewith.As illustrated in FIG. 10 , the first coupling member 902 is shapedcomplementarily to the first channel 718 of the first frame rail member704, and the second coupling member 904 is shaped complementarily to thefirst channel 719 of the second frame rail member 705, thus limiting theconnector member 900 to longitudinal insertion into and removal from thefirst and second frame rail members 704, 705. The projection 906 of theconnector member 900 acts as a spacer between the first frame railmember 704 and the second frame rail member 705, and extends into a gap780 between the second side 710 of the first frame rail member 704 andthe second side 711 of the second frame rail member 705. As alsoillustrated in FIG. 10 , the connector member 900 may include a firstsection 908 that is adjacent to the first side 706 of the first framerail member 704 and which may be interposed between the first side 706of the first frame rail member 704 and the side of the first boat dockstructure 702. The connector member 900 may include a second section 910that is adjacent to the first side 707 of the second frame rail member705 and which may be interposed between the first side 707 of the secondframe rail member 705 and the side of the second boat dock structure(not shown).

FIG. 11 is a side elevation view of an alignment pin 1100 that may beutilized in the interlocking frame rail system 700 according to thepresent invention. Viewed in connection with FIG. 7 , the alignment pin1100 may be disposed between the second side 710 of the first frame railmember 704 and the second side 711 of the second frame rail member 705.The alignment pin 1100 may generally include a first end 1108, a secondend 1104, and a spacer member 1112 between the first end 1108 and thesecond end 1104. The first end 1108 may be configured for extendingaxially into a first aperture 770 located in the second side 710 of thefirst frame rail member 704. The second end 1104 may be configured forextending axially into a second aperture (not shown) located in thesecond side 711 of the second frame rail member 705, opposite to thecorresponding first aperture 770. The alignment pin 1100 may be used toalign the first frame rail member 704 and the second frame rail member705, allowing the first frame rail member 704 and the second frame railmember 705 to be easily interlocked through the application of theconnector member 900. The alignment pin 1100 may also aid in carryingany shear load applied vertically or horizontally to an interlockedfirst frame rail member 704 and second frame rail member 705. The spacermember 1112 of the alignment pin 1100 may be configured to provide thedesired spacing between the first frame rail member 704 and the secondframe rail member 705. The interlocking frame rail system 700 accordingto the present invention may include a plurality of such alignment pins1100 disposed between the first frame rail member 704 and the secondframe rail member 705. For this purpose, a plurality of correspondingfirst apertures 770 and second apertures may be provided in therespective first frame rail member 704 and second frame rail member 705.

FIG. 12 is a front elevation view of the alignment pin 1100 illustratedin FIG. 11 . As shown in FIG. 12 , the spacer member 1112 of thealignment pin 1100 may be circular in shape. The spacer member 1112 maygenerally be constructed of various materials, such as high-densitypolymers. Those skilled in the art will appreciate that the spacermember 1112 may be circular, rectangular, elliptical, or various othershapes.

Those of skill in the art will appreciate that the interlocking framerail system 700 according to the present invention may be utilized tointerlock various types of boat dock structures; e.g., walkways, boatdocks, fingers, and the like. It will be understood that frame railmembers as described above with respect to FIGS. 1 through 6 may beutilized in connection with the interlocking frame rail system 700described herein. In one example, frame rail assemblies with removablerub-rails may be secured to two adjoining sides of a boat dockstructure. A corner or medial wheel bumper member may be secured to oneor more of the corresponding channels in the frame rail members of theadjoining sides of the boat dock structure. As another example, a usermay secure frame rail members described herein to the sides of boat dockstructures, and the user may utilize the frame rail members inconnection with the interlocking frame rail system 700, or alternativelyor additionally, removable rub-rail members or wheel bumper members maybe secured to some or all of the frame rail members. All such methodsentailing the use of the frame rail assemblies and/or interlocking framerail systems 700 are encompassed by the present invention.

FIG. 13 is a top plan view of various boat dock structures,schematically depicting locations that may be fitted with frame railassemblies and interlocking frame rail systems 700 according to thepresent invention. FIG. 13 schematically depicts a walkway 1306, a firstbrace structure 1302, a second brace structure 1304, and a finger 1308.Frame rail assemblies including removable rub-rail members according tothe present invention may be secured to locations 6 through 11, forexample. Interlocking frame rail systems 700 according to the presentinvention may be secured to locations 1 though 5, for example. Analignment pin 1300, or a plurality of alignment pins 1300, as describedherein may be provided in the various interlocking frame rail systems700.

FIG. 14 is a perspective view of an example of an interlocking framerail system 1400 according to another embodiment, showing a portion of afirst frame rail member 1404 and a portion of a second frame rail member1405. In some implementations, the interlocking frame rail system 1400may include a first frame rail member 1404, a second frame rail member1405, and one or more connector members, a non-limiting example of whichis described below in conjunction with FIG. 15 . The first frame railmember 1404 may generally include a first side 1406 configured forsecuring the first frame rail member 1404 to a side of a first boat dockstructure (not shown, but see FIG. 7 and related description above), asecond side 1410 opposing the first side 1406, an upper section 1414between the first side 1406 and the second side 1410, a first channel(or upper channel) 1418 in the upper section 1414 and extending along alength of the first frame rail member 1404, a second channel (or firstintermediate channel) 1422 extending along the length of the first framerail member 1404, and a lower section 1426 between the first side 1406and the second side 1410. The second channel 1422 may generally belocated below the first channel 1418. The first channel 1418 may includean inner section 1440 and an outer section 1444, the inner section 1440having a larger cross-sectional area than the outer section 1444.

In the present example, the second frame rail member 1405 may generallyinclude a first side 1407 configured for securing the second frame railmember 1405 to a side of a second boat dock structure (not shown), asecond side 1411 opposing the first side 1407, an upper section 1415between the first side 1407 and the second side 1411, a first channel(or upper channel) 1419 in the upper section 1415 and extending along alength of the second frame rail member 1405, a second channel (or firstintermediate channel) 1423 extending along the length of the secondframe rail member 1405, and a lower section 1427 between the first side1407 and the second side 1411. The second channel 1423 may generally belocated below the first channel 1419. The first channel 1419 may includean inner section 1441 and an outer section 1445, the inner section 1441having a larger cross-sectional area than the outer section 1445.

As illustrated in FIG. 14 , the first frame rail member 1404 may includea third channel (or lower channel) 1450 extending along the length ofthe first frame rail member 1404 in the lower section 1426 of the firstframe rail member 1404, and a fourth channel (or second intermediatechannel) 1454 above the third channel 1450, the fourth channel 1454extending along the length of the first frame rail member 1404. Thethird channel 1450 may include an inner section 1464 and an outersection 1460, the inner section 1464 having a larger cross-sectionalarea than the outer section 1460.

As further illustrated in FIG. 14 , the second frame rail member 1405may include a third channel (or lower channel) 1451 extending along thelength of the second frame rail member 1405 in the lower section 1427 ofthe second frame rail member 1405, and a fourth channel (or secondintermediate channel) 1455 above the third channel 1451, the fourthchannel 1455 extending along the length of the second frame rail member1405. The third channel 1451 may include an inner section 1465 and anouter section 1461, the inner section 1465 having a largercross-sectional area than the outer section 1461.

In the embodiment illustrated in FIG. 14 , by way of example, the firstchannel (or upper channel) 1418 and the third channel (or lower channel)1450 of the first frame rail member 1404 are both located on the secondside 1410 of the first frame rail member 1404. Likewise, the firstchannel (or upper channel) 1419 and the third channel (or lower channel)1451 of the second frame rail member 1405 are both located on the secondside 1411 of the second frame rail member 1405. Thus, the respectivefirst channels (or upper channels) 1418 and 1419 of the first and secondframe rail members 1404 and 1405 face each other, and the respective thethird channels (or lower channels) 1450 and 1451 of the first and secondframe rail members 1404 and 1405 face each other. This configurationaccommodates or facilitates the use of connector members described belowin conjunction with FIG. 15 ; such connector members may be entirelylocated in the gap between the first and second frame rail members 1404and 1405. This configuration is an alternative to the embodimentillustrated in FIG. 7 , where the first and third channels 718 and 750of the first frame rail member 704 are both located on the first side706 of the first frame rail member 704, and the first and third channels719 and 751 of the second frame rail member 705 are likewise bothlocated on the first side 707 of the second frame rail member 705. Theconfiguration illustrated in FIG. 7 accommodates or facilitates the useof connector members 900 described above in conjunction with FIGS. 9 and10 ; such connector members 900 may wrap around upper and lower endportions of the first and second frame rail members 704 and 705 asdescribed above and illustrated in FIG. 10 .

FIG. 15 is a perspective view of an example of an upper (or first)connector member 1500 and a lower (or second) connector member 1550according to another embodiment, which may be utilized in theinterlocking frame rail system 1400 according to the present invention.One or both connector members 1500 and 1550 may be used to interlock thefirst frame rail member 1404 and the second frame rail member 1405 shownin FIG. 14 . Each connector member 1500 and 1550 may include a firstcoupling member 1502 and a second coupling member 1504. The firstcoupling member 1502 and the second coupling member 1504 may extendcontinuously along the length of the connector member 1500 and 1550. Aninterlocking frame rail system 1400 according to the present embodimentmay include the upper connector member 1500 only, or the lower connectormember 1550 only, or both connector members 1500 and 1550. The upperconnector member 1500 may extend along at least a portion of the lengthof the first frame rail member 1404 and at least a portion of the lengthof the second frame rail member 1405. The first coupling member 1502 ofthe upper connector member 1500 may extend through the first (or upper)channel 1418 of the first frame rail member 1404 in removable engagementtherewith, and the second coupling member 1504 of the upper connectormember 1500 may extend through the first (or upper) channel 1419 of thesecond frame rail member 1405 in removable engagement therewith. Thefirst coupling member 1502 may be complementary in shape to the firstchannel 1418 of the first frame rail member 1404, and the secondcoupling member 1504 may be complementary in shape to the first channel1419 of the second frame rail member 1405, thus limiting the upperconnector member 1500 to longitudinal insertion into and removal fromthe first and second frame rail members 1404 and 1405.

Continuing with the present example, the lower connector member 1550 maylikewise extend along at least a portion of the length of the firstframe rail member 1404 and at least a portion of the length of thesecond frame rail member 1405. The first coupling member 1502 of thelower connector member 1550 may extend through the third (or lower)channel 1450 of the first frame rail member 1404 in removable engagementtherewith, and the second coupling member 1504 of the lower connectormember 1550 may extend through the third (or lower) channel 1451 of thesecond frame rail member 1405 in removable engagement therewith. Thefirst coupling member 1502 may be complementary in shape to the thirdchannel 1450 of the first frame rail member 1404, and the secondcoupling member 1504 may be complementary in shape to the third channel1451 of the second frame rail member 1405, thus limiting the lowerconnector member 1550 to longitudinal insertion into and removal fromthe first and second frame rail members 1404 and 1405.

As further illustrated in FIG. 15 , each connector member 1500 and 1550may include a body or projection 1506 disposed between the firstcoupling member 1502 and the second coupling member 1504. In someembodiments, the body or projection 1506 may have a width (along thehorizontal direction, from the perspective of FIG. 15 ) such that, wheninstalled, the body or projection 1506 occupies all or substantially allof the width of the gap between the first and second frame rail members1404 and 1405. In some embodiments, the body or projection 1506 may havea height (along the vertical direction, from the perspective of FIG. 15) such that, when installed, the body or projection 1506 is flush orsubstantially flush with the uppermost or lowermost end surfaces of thefirst and second frame rail members 1404 and 1405.

Other embodiments may include a combination of features illustrated inFIGS. 7, 9, 14 and 15 . For example, an interlocking frame rail systemmay be configured to include an upper connector member as shown in FIG.9 and a lower connector member as shown in FIG. 15 . As another example,an interlocking frame rail system may be configured to include an upperconnector member as shown in FIG. 15 and a lower connector member asshown in FIG. 9 .

In general, terms such as “coupled to,” and “configured for coupling to”and “secured to” and “in engagement with” (for example, a firstcomponent is “coupled to” or “is configured for coupling to” or is“secured to” or is “in engagement with” a second component) are usedherein to indicate a structural, functional, mechanical, electrical,signal, optical, magnetic, electromagnetic, ionic or fluidicrelationship between two or more components or elements. As such, thefact that one component is said to couple to a second component is notintended to exclude the possibility that additional components may bepresent between, and/or operatively associated or engaged with, thefirst and second components.

FIG. 16 is a perspective view of a boat dock structure 1600 inaccordance with embodiments of the invention. The boat dock structure1600 includes a boat dock 1602 and a wheel bumper 1604. The wheel bumper1604 is shown in FIG. 16 integrated into a corner section of the boatdock structure 1600. The wheel bumper 1604 may be formed from materialsconventionally used for boat dock wheel bumpers such as polyvinyl,polyethylene or other materials. The wheel bumper 1604 is configured toprotect the boat dock structure 1600 and a boat from damage when a boatis docking at the boat dock structure 1600.

FIG. 17 is a partial perspective view of a boat dock structure 1700 inaccordance with embodiments of the invention. The boat dock structure1700 includes a boat dock 1702 and a wheel bumper 1704. FIG. 17 has theupper decking of the boat dock 1702 removed to further illustrate thewheel bumper 1704. The wheel bumper 1704 is a generally round shape,with a center of the wheel bumper 1704 at a corner 1706 of the boat dock1702.

A portion 1708 of the wheel bumper is disposed within the structure ofthe boat dock structure 1702, with a remaining portion of the wheelbumper 1704 protruding from outer sides of the boat dock structure 1700in the corner region, to provide protection to the boat dock structureand docking boats. In this embodiment, the wheel bumper 1704 ispositioned between an upper portion and a lower portion of the boat dockstructure 1700. A wheel bumper axle 1710 may be disposed in the cornersection 1706 of the boat dock 1702.

FIG. 18 is a perspective view of a boat dock structure 1800 inaccordance with embodiments of the invention. The boat dock structure1800 includes a boat dock 1802 and a wheel bumper 1804. FIG. 18 has theupper decking of the boat dock 1802 removed to further illustrate thewheel bumper 1804. In this embodiment, the wheel bumper 1804 is notpositioned at a corner section, but is instead positioned along a lengthof the boat dock structure 1800. In this embodiment, the boat dockstructure 1800 is shown with a rounded end portion.

FIG. 19 is a partial perspective view of a boat dock structure 1900 inaccordance with embodiments of the invention. The boat dock structure1900 includes a boat dock 1902, a wheel bumper 1904 and a wheel bumperaxle 1906. In this embodiment, the wheel bumper axle 1906 protrudes froma top portion of the boat dock 1902.

FIG. 20 is a perspective view of a boat dock structure 2000 inaccordance with embodiments of the invention. The boat dock structure2000 includes a boat dock 2002, a wheel bumper 2004 and a wheel bumperaxle 2006. FIG. 20 has the upper decking of the boat dock 2002 removedto further illustrate the wheel bumper 2004 and a wheel bumper axle2006. The wheel bumper 2004 is mounted to the boat dock structure 2000and is centered around the wheel bumper axle 2006. In this embodiment,the wheel bumper axle 2006 protrudes from a top portion of the boat dock2002.

FIG. 21 is a perspective view of a boat dock structure 2100 inaccordance with embodiments of the invention. The boat dock structure2100 includes a boat dock 2102, with a frame rail 2110 attached to theboat dock 2102, and a canopy post 2104 attached to the boat dock 2102and to the frame rail 2110.

The frame rail 2110 may be attached to the boat dock 2102 as shown inprevious figures herein. The canopy structure 2104 is configured to beattached to the frame rail 2110 utilizing fasteners 2106 insertedthrough the access hole 2108 on an outer side of the frame rail assembly2110 and into a hole 2114 on an inner side of the frame rail 2110. Arivet nut 2112 may be used to secure the fastener in place. The accessholes 2108 may be formed with a diameter greater than a diameter of thehead of the fastener 2106, so that the fastener 2106 may be insertedcompletely through the access hole 2108 on the outer side of the framerail 2110, so the fasteners 2106 are not readily visible when fullyinserted. The hole 2114 is formed with a smaller diameter than the headof the fastener, so that the head of the fastener 2106 can abut againstthe inner side of the frame rail 2110 when inserted. The upper fastener2106 in FIG. 21 is illustrated being inserted through the access hole2108, while the lower fastener 2106 in FIG. 21 is illustrated fullyinserted and attached to the rivet nut 2112. Other types of fastenerscould be used to connect the canopy structure 2104 to the boat dock 2102and to the frame rail 2110, which could include (but are not limited to)tapped threads and/or thread inserts, etc. Furthermore, fasteners couldbe used to secure canopy posts from the outside/exterior frame of a boatdock, with or without the use of interlocking plates. For example, asingle wall style frame rail could be used bolting from outside theframe rail without the use of access holes.

FIG. 22 illustrates a cutaway perspective view of an alternativestructure 2200 for connecting a frame rail 2202 to a canopy structure2204. In this embodiment, the frame rail 2202 is again connected to thecanopy structure 2204 utilizing fasteners connected to a rivet nut 2208through access holes. The frame rail 2202 may have an open or cutoutportion 2220 slightly wider than a width of the canopy structure 2204 toreceive the canopy structure 2204 when the canopy structure 2204 ismated to the frame rail 2202. Additionally, to provide additionalsupport, a female plate 2212 may be inserted within the open or cutoutportion of the frame rail 2202, having a female keyway pattern 2218formed thereon to mate with a male plate 2210 having a correspondingmale keyway pattern 2216 formed thereon. The male plate 2210 and thefemale plate 2212 may both have holes formed therein to allow thefasteners 2206 to pass therethough. Other types of interlocking platescould be used, such as ones having different keyed patterns, or havingtwo separate female slotted plates and inserting separate pieces of keystock to provide interlocking functionality. Plate 2212 may be welded orotherwise secured to the frame rail 2202, and the male plate 2210 can bewelded or otherwise secured to the canopy post 2204 prior toinstallation.

FIG. 23 illustrates a cutaway perspective view of an alternativestructure 2300 for connecting a frame rail 2302 to a canopy structure2304. As in previous embodiments, a fastener 2306 is used to connect theframe rail 2302 to the canopy structure 2304. A female plate 2308 havinga female keyway structure may be used with a male plate 2310 having amale keyway structure.

Additionally, the female plate 2308 may have side portions 2312extending substantial perpendicular to a longitudinal direction of theframe rail 2302. The side portions may be spaced slightly wider than awidth of the canopy structure 2304 so that the side portions can engageside portions of the canopy structure to provide additional support.Standard flat bar stock could be used, with male and female keyed plateswithout the added structural support provided, or even without the useof interlocking plates but instead have interlocking keyways, keyeddirectly into the canopy post itself, and keyed directly into the framerail itself without the use of extra plates.

FIG. 24 illustrates a cutaway perspective view of an alternativestructure 2400 for connecting a frame rail 2402 to a canopy structure2404. As in previous embodiments, fasteners 2406 are used to connect theframe rail 2402 to the canopy structure 2404. A female plate 2408 havinga female keyway structure may be used with a male plate 2410 having amale keyway structure. Holes 2412 are placed in the male and femaleplates to allow access by the fasteners 2406. The holes may be placed atlocations intersecting with a protruding portion of the keyway structureof the male and female plates 2408, 2410 as shown in FIG. 24 .Alternatively, the holes may be placed at other locations on the maleand female plates 2408, 2410. The canopies illustrated herein mayinclude a roof (not shown). The canopy roof may be connected to thecanopy structure (or canopy posts) using any of the connection methodsdisclosed herein for connecting the canopy structures to the framerails, i.e., fasteners, male and female plates, keyway structures, etc.

FIG. 25 illustrates structure for stabilizing two boat dock structures.The boat dock structures 2502 having floats 2506 are connected togetherwith a boat dock stabilizing structure 2508. The boat dock stabilizingstructure 2508 may include structures 2510 extending downward from theboat dock structures 2502 and a connecting portion 2512 extending in agenerally horizontal direction between the structures 2510 andconnecting the structures 2510 together. Connection of the boat dockstabilizing structure 2508 to the boat dock structures 2502 may be donein the same ways the canopy structure is connected to the boat dockstructures described above in connection with FIGS. 21-24 , using framerails, fasteners, interlocking structures such as the keyway structures,etc.

FIG. 26 illustrates structure for connecting two pier sections 2602together. The pier sections 2602 are connected together in thisembodiment using second side couplers 2604, which have a shapeconfigured to be complementary to channels formed in the end of the piersections 2602. A shear pin 2606 may also be used extending from an endface of one of the pier sections 2602 into a hole in the other piersection 2602.

FIG. 27 illustrates a perspective view of a pier structure 2702, with aside face unconnected. The side face of the pier structure 2702 haschannels 2706 formed therein for receipt of the second side couplers2704, which are illustrated partially slid into the channels 2706. Shearpins 2708 extend outward from the side face of the pier structure 2702.Although not shown in FIG. 27 , a typical pier may include a railing andbe mounted to a piling or posts or other permanent structure extendingfrom land out over water.

FIG. 28 illustrates a frame rail member 2802, which can be attached to apier section. Second side couplers 2804 are slid into the channels 2806.Shear pins 2810 (of two different shapes are included for connection toholes in an oppositely placed frame rail member. A hole 2814 is presentfor receiving a shear pin from an oppositely placed frame rail member.

FIG. 29 illustrates two frame rail pier assemblies 2902 connectedtogether. Each frame rail assembly has a pair of first side channels2906 configured to receive end portions 2910 of the first side couplers2904. The end portions 2910 of the first side couplers 2904 have acomplementary shape to the first side channels so that the end portions2910 may slide into the first side channels 2906. A protruding portion2908 of the first side couplers 2904 is configured to slide into a spacebetween the frame rail assemblies 2902.

FIG. 30 illustrates a perspective view of two frame rail assemblies 3002partially connected together with first side couplers 3004. The lowerone of the first side couplers is shown partially slid into the firstside channels.

FIG. 31 illustrates a side view of two frame rail assemblies 3102connected together with snap coupler members 3104 having an alternativestructure to the connecting members 3004 of FIG. 30 . In particular, thesnap coupler members 3104 have a notch portion 3106 configured to fitwithin the first side channels of the frame rail assemblies 3102. Theconnector members 3104 may also include a reduced width portion 3108between the notch portion 3106 and an end portion 3110 of the snapcoupler members 3104. The reduced width portions 3108 are configured togive additional flexibility so that the notch portions can snap intoplace in the first side channels when slid on from an upper or lowervertical direction.

FIG. 32 illustrates two boat docks 3202 connected together using a hingestructure. In particular, a piano-style hinge 3204 may be used toconnect the two boat docks 3202. The piano-style hinge may have a slidein structure, although other hinge structures could be used.

FIG. 33 illustrates the piano-style hinge 3300 in further detail,unconnected from a boat dock or pier sections. The piano-style hinge3300 may have a first coupling member 3302 and a second coupling member3304 for connecting to corresponding channels of a frame rail member, ina manner similar to that shown in FIGS. 4 and 5 . This allows easyconnection of the hinge to frame rail members to connect two boat docks,two pier sections, or gangway sections to the pier.

FIG. 34 illustrates an elastic hinge member 3402 that may be used toconnect two frame rail members 3404 together. The elastic hinge member3402 may be made from rubber or another elastic material. The elastichinge member 3402 coupling members 3406 for sliding into channels 3408in the frame rail members 3404. A gap 3410 in the elastic hinge membermay be provided to increase or minimize flexibility of the hinge.

FIG. 35 is a perspective view of a boat dock structure 3500 inaccordance with embodiments of the invention. The boat dock structure3500 includes a boat dock 3502 and wheel bumpers 3504. The wheel bumpers3504 are shown in FIG. 35 integrated into a corner section of the boatdock structure 3500. The wheel bumpers 3504 may be mounted about a post3506 integrated into the boat dock structure 3500.

The lower wheel bumper 3504 may be integrated into the boat dockstructure 3500 in a manner similar to that described above inconjunction with FIGS. 16-20 . The upper wheel bumper is positioned tosit on top of or above the boat dock structure 3500, and may be held inplace by the post 3506, which also extends above the boat dock structure3500. The wheel bumpers 3504 are configured to protect the boat dockstructure 3500 and a boat from damage when a boat is docking at the boatdock structure 3500. Additional wheel bumpers may be used positionedabove or below the wheel bumpers 3504 shown in FIG. 35 , positionedabove, below or integrated into the boat dock structure.

FIG. 36 is a view of a portion of another implementation of a frame railassembly 3600 according to embodiments of the present invention. Theframe rail assembly 3600 may generally include a frame rail member 3601,a first removable rub-rail member 3602, and a second removable rub-railmember 3604. The frame rail assembly 3600 is similar to the frame railassembly 600 of FIG. 6 in that the frame rail member 3601 includeschannels 3603 for connecting to the connecting members of the first andsecond rub-rail members 3602, 3604. In a particular preferredembodiment, the frame rail assembly of the invention will featureattachment structures for one or more wheel bumpers integrated into theoutside perimeter of the frame rail assembly, functionally correspondingto the wheel bumpers integrated into the boat dock structures asdepicted in, e.g., FIGS. 16-20 and FIG. 35 .

The first removable rub-rail member 3602 may include an outer bumpershell 3606 projecting outward from the side of the rub-rail member 3602with inner ribs. The frame rail member 3601 may be configured toaccommodate one rub-rail member, or a plurality of rub-rail members. Forexample, in one implementation, the second rub-rail member 3604 may beremoved from the frame rail assembly 3601. The first rub-rail member3602 may be configured such that the outer bumper shell 3606 has anextended portion 3608 that may extend below the channel 3603, so as tocover, or partially cover the channel 3603 when the second rub-railmember 3604 is not used.

The second rub-rail member 3604 may be configured to have a flat outersurface, without an outer bumper shell, in contrast to the embodiment ofFIG. 6 . This allows the frame rail assembly 3601 and any associatedparts to be hidden from view. Additionally, the second rub-rail member3604 may have an extended portion 3610 extending downwards from the boatdock frame to provide added protection thereto.

The foregoing description of implementations has been presented forpurposes of illustration and description. It is not exhaustive and doesnot limit the claimed inventions to the precise form disclosed.Modifications and variations are possible in light of the abovedescription or may be acquired from practicing embodiments of theinvention. The claims and their equivalents define the scope of theinvention.

The invention claimed is:
 1. A boat dock, comprising: an upper deck;sides extending downward from the upper deck, at least one of the sideshaving an open portion; and a wheel bumper having a substantially roundshape, the wheel bumper having a first portion and a second portion withan axle of fixed length connecting the first portion and the secondportion, the first portion being positioned under the upper deck, thesecond portion extending outward from the open portion of at least oneof the sides to protect the boat dock and a boat from damage when theboat is docking at the boat dock adjacent to the wheel bumper, whereinthe fixed length of the axle limits movement of the axle transversely ofits axis.
 2. The boat dock of claim 1, wherein the wheel bumper extendsfrom the open portions of at least two of the sides.
 3. The boat dock ofclaim 1, wherein the wheel bumper is integrated into a corner section ofthe boat dock.
 4. The boat dock of claim 1, wherein a center of thewheel bumper is positioned at a corner of the boat dock structure. 5.The boat dock of claim 1, further comprising a wheel bumper axlepositioned to extend in a direction substantially perpendicular to anupper surface of the upper deck and through a center of the wheelbumper.
 6. The boat dock of claim 1, wherein the wheel bumper extendsoutward from the open portion of only one of the sides.
 7. The boat dockof claim 1, wherein the wheel bumper is formed from polyvinyl orpolyethylene.
 8. The boat dock of claim 1, wherein the wheel bumpercomprises a first wheel bumper, further comprising a second wheelbumper, the second wheel bumper positioned above the first wheel bumper.9. A boat dock, comprising: an upper deck; sides extending downward fromthe upper deck; a wheel bumper extending outward from at least one ofthe sides to protect the boat dock and a boat from damage when the boatis docking at the boat dock adjacent to the wheel bumper; and attachingstructure configured to attach the wheel bumper to the boat dock,wherein the attaching structure comprises at least a wheel bumper axlecentrally located within the wheel bumper to permit rotation of thewheel structure upon its axis and the axle is of fixed length thatlimits movement of the axle transversely of its axis, wherein at least aportion of the attaching structure is disposed under the upper deck suchthat the at least one of the sides is between the portion of theattaching structure and the boat.
 10. The boat dock of claim 9, whereinthe at least a wheel bumper axle is positioned to extend in a directionsubstantially perpendicular to an upper surface of the upper deck andthrough a center of the wheel bumper.
 11. The boat dock of claim 9,wherein a portion of the wheel bumper is positioned below the upperdeck.
 12. The boat dock of claim 9, wherein the wheel bumper isintegrated into a corner section of the boat dock.
 13. The boat dock ofclaim 9, wherein a center of the wheel bumper is positioned at a cornerof the boat dock structure.
 14. The boat dock of claim 9, furthercomprising an open portion formed in at least one of the sides, whereinthe wheel bumper extends outward from the open portion of only one ofthe sides.
 15. The boat dock of claim 9, wherein the wheel bumper isformed from polyvinyl or polyethylene.
 16. The boat dock of claim 9,wherein the wheel bumper comprises a first wheel bumper, furthercomprising a second wheel bumper, the second wheel bumper positionedabove the first wheel bumper.
 17. A frame rail assembly for a boat dockstructure, the frame rail assembly comprising: A frame rail memberincluding a first side configured for securing the frame rail member toa side of a boat dock structure; a second side opposing the first side;further comprising an attaching structure configured to attach a wheelbumper having a substantially round shape mounted to the frame railmember, wherein the wheel bumper comprises at least a wheel bumper axlecentrally located within the wheel bumper to permit rotation of thewheel structure upon its axis and the axle is of fixed length thatlimits movement of the axle transversely of its axis, further whereinthe wheel bumper extends outward from the second side of the frame railmember to protect the boat dock and a boat from damage when the boat isdocking at the boat dock adjacent to the wheel bumper.
 18. The framerail assembly of claim 17, wherein the wheel bumper axle is positionedto extend in a direction substantially parallel to the frame railmember.
 19. The frame rail assembly of claim 17, wherein the wheelbumper is formed from polyvinyl or polyethylene.
 20. The frame railassembly of claim 17, wherein the wheel bumper comprises a first wheelbumper, further comprising a second wheel bumper, the second wheelbumper positioned above the first wheel bumper.